Power-take-off apparatus



c. s. PENN INGTON.

POWER TAKE-OFF APPARATUS.

APPLICATION FILED AUGJB, I920.

Patented Jan. 17, 1922.

INVENTOR. @wfgwu w WITNESS: M

ATTORNEY.

UNITED STATES PATENT OFFICE.

POWER-TAKE-OFF APPARATUS.

Specification of Letters Patent.

Patented Jan. 17, 1922.

Application filed August 16, 1920. Serial No. 403,676.

To all whom it may concern:

Be itknown that I, CLARENCE S. PEN NINGTON, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented acertain new and useful Improvement in a Power-Take-Ofl' Apparatus, of which the following is a specification.

My invention relates to improvements in power take-off apparatus.

One of the objects of my invention is to provide an apparatus with which power for different purposes may be taken from the engine of an automobile.

A further object of my invention is to provide a novel mechanism by which two driven shafts may be simultaneously rotated in opposite directions and in either direction.

A further object of my invention is to provide a novel power take-off apparatus, which may be readily applied to automobiles now in use, which is simple in construction, cheap to make, not liable to get out of order, durable and which may be operated by an unskilled person.

The novel features of my invention are hereinafter fully described and claimed.

In the accompanying drawing, which illustrates the preferred embodiment of my invention.

Fig. 1 is a horizontal sectional view of my improved take-off apparatus,

Fig. 2 is a vertical sectional view on the line 2-2 of Fig. 1,

Fig. 3 is a reduced end elevation of the apparatus.

Similar reference characters designate similar parts in the different views.

1 designates the crank shaft and 2 the transmission casing and 3 the frame supporting the fly wheel casing of an ordinary automobile.

4 and 5 designate respectively the upper and lower halves of an auxiliary casing, which may be of any suitable shape and which have revolubly mounted between them a horizontal driving shaft 6, which may extend at both ends through the auxiliary casing and which has rigidly secured to it in the casing 2 a bevel gear wheel 7, which meshes with a bevel gear wheel 8, rigidly secured to the crank shaft 1. .A pulley 9 may be rigidly secured to the shaft 6, for supplying power to any particular mechanism, not shown.

Independently revoluble on the driving shaft 6 are two bevel gear wheels 10 and 11, which are located in the auxiliary casing, and which are separated from each other by an annular flange 12, with which the shaft 6 is provided. Rigidly secured to the shaft 6 at the outer sides respectively of the gear wheels 10 and 11 are two collars 13 and 14.

Rotatably mounted between the upper and lower halves of the auxiliary casing are two horizontal driven shafts 15 and 16, disposed at right angles to the shaft 6 and in longitudinal alinement with each other. Respectively rigidly secured to the driven shafts 15 and 16, are two bevel gear wheels 17 and 18, each located between and meshing with the gear wheels 10 and 11.

Rigidly respectively secured to the driven shafts 15 and 16 are two pulleys 19 and 20, from which power may be taken off at the same time for two separate purposes.

Splined on the driving shaft 4 in the auxiliary casing so as to rotate with and slide longitudinally on the driving shaft are two sleeves 21, and 22, which are respectively operatively engaged and adapted to be slid to and from the locking position by two levers 23 and 2 1, which are pivoted to the lower portion 5, of the auxiliary casing and which extend outwardly through said cas- 1n lwo links 26 are pivoted to the sleeve 21, and are respectively pivoted to two friction clutch members 27 which are adapted to be moved radially to and from a frictional locking engagement with the inner periplr cry of the gear wheel 10.

Two links 28 are pivoted to the sleeve 22 and are respectively pivoted to two radially movable clutch members 29, adapted to be moved into and out of frictional locking engagement with the inner periphery of the gear wheel 11.

In the operation of my invention, the driving shaft 6 is continually rotated in one direction by means of the gear wheels 7 and 8, which connect the driving shaft 6 with the crank shaft 1.

If the lever 23 is swung at its outer end to the right, as viewed in Fig. 1, the sleeve 21 will be slid on the shaft 6 toward the gear wheel 10, thereby forcing the clutch members 27 into locked engagement with the gear wheel 10, through the intermediacy of the links 26. The driven shafts 15 and 16 will be driven in opposite directions by means of the two gear wheels 17 and 18. To reverse the direction of movement of the shafts and 16, the lever 23 is swung so as to release the clutch members 27 from the gear wheel 10, and the lever 24: has its outer end swung to the left, as viewed in Fig. 1, thus forcing the sleeve 22 toward the gear wheel 11, and thereby, by means of the links 28, forcing the clutch members 29 into locked engagement with the gear wheel 11, which will reverse the direction of rotation of the driven shafts 15 and 16, through the intermediacy of the gear wheels 17 and 18. At the same time the gear wheel 10 will be revolved by the gear wheels 17 and 18, without effecting any function.

In the foregoing deseription,-it will be understood that power may be taken from the apparatus by means of the pulleys 9, 19, and 20, for three separate and distinct purposes.

-- It will be also understood that the pulley 9 will always be driven continually in one direction and that the pulleys 19 and 20 may each be driven in either direction and simultaneously in opposite directions.

I do not limit my invention to the structure shown and described, as many modifications, within the scope of the appended claims, may be made without departing from the spirit of my invention.

What I claim is 1. In a power take-oft apparatus, the combination with the frame of an automobile, the crank shaft of the engine of the automobile and the transmission casing of the automobile, of an auxiliary casing supported by said frame, a driving shaft rotatably mounted in said two casings, driving means connecting said two shafts, two driven shafts rotatable in the auxiliary casing and disposed in alinement with each other at opposite sides of said driving shaft and at right angles thereto, two gear wheels independently revoluble in the auxiliary casing on said driving shaft, two gear wheels respectively rigidly secured to said two driven shafts and each meshing at opposite sides respectively with the first named gear wheels, and two clutches havingmeans for independently respectively releasably looking the first named gear wheels to said driving shaft, substantially as set forth.

2. In a power take-off apparatus, a suitable casing, a driving shaft rota-table therein. two gear wheels independently revoluble in said casing on said driving shaft, two intermediate diametrically opposite gear wheels, each meshing with the first named gear wheels, two driven shafts rotatably mounted in said casing in alinement with each other and rigidly secured respectively to the intermediate gear wheels, two clutch members movable respectively into and out of engagement with the first named gear wheels, two sleeves splined to and respectively slidable longitudinally on said'driving shaft, two links pivoted respectively to said clutch members and respectively pivoted to said sleeves, and two levers pivoted to said casing and respectively engaging said sleeves for sliding the latter to and from the locking position, substantially as set forth.

In testimony whereof I have signed my name to this specification.

CLARENCE S. PENNINGTON. 

